1. If you have recently registered with a gmail email address, you must contact me, as gmail will not forward our confirmation email to you. Contact me and jim@trishieldperformance.com to complete your registration.
    Dismiss Notice
  2. In and effort to reduce the spam on the site, several years ago I had went to a program where I manually approve each and every new registration. This approval gives you full access to the site, to pictures, and to post, among other things. To be able to enjoy the full potential of the board for you, you need to be fully registered.. and that's easy.. Just send an email to me at jim@trishieldperformance.com and I will verify your registration. This policy will remain in effect indefinitely, as it has completely eliminated the bad actors from our site, who would spam and hack it, once they gained access. Thanks JW
    Dismiss Notice
  3. The "Group Buy" for the 1967-68 Deluxe Steering wheel recasting is now officially "Open". Now is the time to start sending in the wheels. The latest date that the wheels must be received by Kochs is 31 March 2025 The cost for each wheel is $750. The only "up front cost" is your shipping the wheel. If you send in more than one wheel, each additional wheel will cost $700. Shipping and insurance to Kochs and return shipping will be extra. You will be contacted by Teresa to make payment for the wheel(s) and return shipping and insurance when your wheel(s) is complete. The shipping will be factored on your delivery address and insurance. I will be sending the contact information all of you have sent me to Teresa at Kochs. Send in your wheels, horn pad and hardware and paint color sample if applicable. Please include: First and Last Name Shipping Address Phone number email address V8Buick "Member Name" Wheel Color (SEE THE BOTTOM FOR WHEEL COLOR) Pease read the "shipping to Kochs" below. There are two addresses. One for USPS Mailing One for FedEx and UPS shipping You can use USPS/Mail, UPS or FedEx to send in your core. Use the appropriate address depending on what service you use to ship. If you use USPS/Mail ship to: Koch's P.O. Box 959 Acton, CA 93510 Attn: Teresa If you use UPS or FedEx ship to: Koch's 7650 Soledad Canyon Road Acton CA 93510 Attn: Teresa Kochs Contact: Teresa (661) 268-1341 customerservice@kochs.com Wheel Color If you wheel is Black, you can list that in your information you send in with your wheel. For colored wheels, please contact Teresa about specifics for wheel color if you do not send in a color sample to match. Please contact me if you have any questions. Thank you to everyone for your participation in making this a reality. And "Thank You" Jim Weise, for allowing and facilitating this project! Michael .................... to remove this notice, click the X in the upper RH corner of this message box
    Dismiss Notice

compression ratio

Discussion in 'Street/strip 400/430/455' started by allioop108, Aug 1, 2003.

  1. allioop108

    allioop108 Well-Known Member

    ok guys here's another question. I'm running 10.1 forged pistons in my motor. From my understanding the actual compression ratio depends on many factors, deck height, head gasket thickness, cylinder volume, etc. Is there anyway to get a more accurate estimate of actual compression ratio by lets say taking a compression reading with a compression gage and using the obtained psi to figure out compression ratio. Else can the psi be used to determine an appropriate cam to use, I do believe the duration on present cam a lunati sp2x may effect psi readings. Inputs please.
     
  2. carcrazy455

    carcrazy455 Well-Known Member

    Allioop108, if you use a gauge you get actual compression with the cylinder's valve leaks and ring blow bye in the actual reading.

    The actual compression ratio is calculated by using the cylinder volume and combustion chamber volume (these are calculated using head gasket thickness, deck height, head cc, bore and stroke).

    See link
    http://www.mtv411.com/auto/Cubic-inch-displacement-liter-calculator.htm

    Hope this helps
    Mike
     
  3. KELLY SONNABEND

    KELLY SONNABEND Well-Known Member

    the guy that did the machine work,on my moter had the books on the piston specs, they go by were the piston sits from top of the deck, also what the type of piston, dished or flat ect... head combustion chamber size. also gasket thickness playes in there. he was able to explain it to me, then i understood. THIS WAS A ONE MAN SHOP THAT ONLY DOES COSTOM WORK AND BALANCEING. i wouldnt talk to a porduction shop, he was able to work with all my varibles to give me what i wanted
     
  4. John Eberly

    John Eberly Well-Known Member

    Cranking VS static compression

    As complicated as it seems to calculate compression from bore, stroke, piston dome/dish, deck height, gasket thickness, chamber volume etc. it is harder to estimate true CR from a "compression" test.

    The reason is that the valve opening/closing events affect the measured compression when you do a cranking test. So depending on the cam, the same engine can have widely varying cranking compression.

    You already know the type pistons in your motor, you should be able to find out the piston dish volume from published specs.

    The other three variables that you need to know are the head gasket thickness, piston deck clearance, and combustion chamber volume. Gasket thickness is probably .039 if you are using standard Felpro head gaskets.

    Deck height and chamber volume are a guess unless somebody has measured them. You might get close based upon what year your heads are (pre '70 vs. later) and you could calculate for a couple of assumptions, say .050 deck clearance and .010.

    Really, the only way you'll know is to pull a head and have the chamber cc'd and measure the deck height. It all depends on how bad you need to know!
     
  5. Schurkey

    Schurkey Silver Level contributor

    And when you're done verifying the dimentions, you can grab your cam card and enter the appropriate values in a free download from:

    http://cochise.uia.net/pkelley2/DynamicCR.html

    read the page, the download is toward the bottom.

    Dynamic compression ratio is the static compression ratio as modified by the valve timing. Useful for cam selection purposes.
     
  6. allioop108

    allioop108 Well-Known Member

    ok then maybe some of you guys with non stock cams (what spec and what compression pistons) can tell me what psi you have when using a compression gage.
     

Share This Page